Regan Brown
The Boeing 737-800 is a popular aircraft used by airlines such as Ryanair, Southwest Airlines, and United Airlines. It is a stretched version of the 737-700 and burns 850 US gallons (3,200 L) of jet fuel per hour. In 2011, United Airlines operated the first US commercial flight using a blend of algae-derived biofuel and traditional jet fuel in a Boeing 737-800. The fuel economy of aircraft is a critical factor in the airline industry, with factors such as aerodynamics, weight, engine brake-specific fuel consumption, and propulsive efficiency influencing fuel efficiency. While the Boeing 737-800 is a widely used aircraft, other models, such as the Boeing 777-300, have different fuel efficiency considerations for long-haul flights.
| Characteristics | Values |
|---|---|
| Fuel efficiency | 20-30% more fuel-efficient than the Boeing 737 NG |
| Fuel consumption | 850 US gallons (3,200 L) of jet fuel per hour |
| Operators | Ryanair, Southwest Airlines, United Airlines |
| Variant | 737-800 is a stretched version of the 737-700 |
| Family | 737NG (Next Generation) |
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What You'll Learn
- The Boeing 737-800 burns 850 US gallons of jet fuel per hour
- Ryanair's 737-800s emitted 8.64 billion tonnes of CO2 in 2015
- Jet fuel is kerosene-based, with a higher flash point than gasoline
- Airlines can save fuel through maintenance and route optimisation
- The Boeing 737 NG is less fuel-efficient than ESAero's ECO-150 concept
The Boeing 737-800 burns 850 US gallons of jet fuel per hour
The Boeing 737-800 is a stretched version of the 737-700 and is the most common variant of the 737NG (Next Generation) family. It burns 850 US gallons (3,200 litres) of jet fuel per hour.
The 737-800 is used by airlines such as Ryanair, Southwest Airlines, and United Airlines. In 2011, United Airlines operated the first US commercial flight using a blend of algae-derived biofuel and traditional jet fuel to reduce its carbon footprint. This flight was from Houston to Chicago.
Ryanair, which serves routes across Europe, the Middle East, and North Africa, is one of the largest operators of the 737-800, with a fleet of over 400 aircraft. In 2014, Ryanair was ranked as the lowest-emissions-intensity airline in the MSCI ACWI index, emitting 75 g CO2-e/revenue passenger kilometre, which is below the average of 123 g.
Pilots must earn their type rating in the Boeing 737-800 to be qualified to fly this aircraft.
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Ryanair's 737-800s emitted 8.64 billion tonnes of CO2 in 2015
In 2015, Ryanair's 737-800s emitted 8.64 billion tonnes of CO2. Ryanair is an Irish airline that serves routes across Europe, the Middle East, and North Africa. It is one of the largest operators of the 737-800, with a fleet of over 400 aircraft. The 737-800 is a popular aircraft choice for short-haul flights and is known for its fuel efficiency.
The 737-800 is a part of the 737NG (Next Generation) family and is a stretched version of the 737-700. This aircraft type has a fuel efficiency of up to 6.69% higher than other large commercial jets due to its winglets. However, the fuel efficiency and emissions of an aircraft depend on various factors such as route, payload, airframe configuration, materials, and construction methods.
Ryanair's use of high-density 189-seat Boeing 737-800s contributed to its low emissions intensity. In 2014, Ryanair was ranked as the lowest-emissions-intensity airline in the MSCI ACWI index, with 75 g CO2-e/revenue passenger kilometre. This ranking considered various factors, including the number of seats and the average distance of sectors flown.
The calculation of CO2 emissions from aviation sources typically involves estimating fuel consumption per flight and applying a conversion factor. For example, a Boeing 737-400 jet used for short international flights burns approximately 3.61 tonnes of fuel for a 926 km journey. With a seating capacity of 164 and an average seat occupancy of 65%, this results in a fuel use of 36.6 grams per passenger per kilometre. Multiplying this by a conversion factor of 3.15 grams of CO2 per gram of fuel yields 115 grams of CO2 emitted per passenger per kilometre.
While Ryanair's 737-800s emitted a significant amount of CO2 in 2015, it is important to consider the context of aviation emissions and the various factors that contribute to an airline's carbon footprint. Additionally, initiatives such as biofuel blends and technological advancements in aircraft design are being explored to reduce fuel consumption and emissions in the aviation industry.
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Jet fuel is kerosene-based, with a higher flash point than gasoline
The Boeing 737-800 is a popular aircraft used by airlines such as Ryanair, Southwest Airlines, and United Airlines. In 2011, United Airlines operated the first U.S. commercial flight using a blend of algae-derived biofuel and traditional jet fuel—reducing its carbon footprint. This aircraft burns 850 US gallons (3,200 L) of jet fuel per hour.
Jet fuel is primarily kerosene-based, with a higher flash point than gasoline. Jet A and Jet A-1, for example, have a flash point higher than 38°C (100°F). Kerosene-type jet fuel has a carbon number distribution of about 8 to 16 carbon atoms per molecule. Jet fuel with a higher flash point is required for use on aircraft carriers, but it is more expensive to produce.
The use of kerosene-based jet fuel dates back to World War II, when both British and American standards for jet fuels were established. The British standards were derived from the use of kerosene in lamps, while American standards were based on aviation gasoline practices. Over time, specifications were adjusted to balance performance and fuel availability, such as by lowering the freezing point.
Kerosene, also known as paraffin in the UK, has a higher flash point than gasoline, making it harder to ignite and, thus, safer to handle and transport. It also has a high energy content, is easily transported, remains liquid over a wide temperature range, and is readily available globally. These factors make kerosene-based jet fuel the preferred choice for aircraft.
In summary, jet fuel is predominantly kerosene-based and has a higher flash point compared to gasoline. This makes it a safer and more energy-dense option for aircraft, contributing to its widespread adoption in the aviation industry.
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Airlines can save fuel through maintenance and route optimisation
Fuel is one of the biggest daily operational costs for an airline, accounting for up to 30% of total daily spend. Airlines can save fuel by optimising their maintenance and routing procedures.
Maintenance
Training and awareness are key. When the crew is empowered with the right tools, they can better understand which fuel-saving best practices they can apply on which routes or airports. For example, shutting down one engine during taxi is a safe and widespread best practice to save fuel. In just 5 minutes of single-engine taxi, a B777 will save 65kg of fuel. Similarly, during the Pack-Off Take-Off, one of the aircraft's air conditioning packs is temporarily turned off to reduce engine workload and save fuel during the take-off phase.
Route Optimisation
Choosing which aircraft to use on various routes depends on factors including the length of the flight, the average number of passengers, and typical weather conditions. Airlines that base routing decisions solely on these factors may miss an opportunity to reduce carbon emissions. For example, during a Rolling Take-Off, the aircraft smoothly transitions from taxiing to the take-off roll without stopping. By reducing the time an aircraft spends on the ground and in the take-off roll, airlines can minimize fuel consumption and increase overall operational efficiency.
Additionally, digitalising the entire airport fuel supply chain can help to reduce an airline's carbon footprint. Fuel management technology seamlessly connects the fuel supplier, into-plane operator, and airline to track end-to-end fuel movements. This provides key stakeholders with detailed and real-time information with greater operational control and efficiency.
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The Boeing 737 NG is less fuel-efficient than ESAero's ECO-150 concept
The Boeing 737 is a popular aircraft used by several airlines, including Ryanair, Southwest Airlines, and United Airlines. The Boeing 737-800, a stretched version of the 737-700, is the most common variant of the 737NG (Next Generation) family. It burns 850 US gallons (3,200 L) of jet fuel per hour.
Empirical Systems Aerospace (ESAero) is developing the 150-seat ECO-150 concept, which is expected to be significantly more fuel-efficient than the Boeing 737 NG. The ECO-150 concept employs turboelectric distributed propulsion, with two turboshaft engines mounted on the wing. These engines drive generators that power ducted fans embedded in the inboard wing sections, increasing the bypass ratio and propulsive efficiency. This design is estimated to achieve 20-30% fuel savings over the Boeing 737 NG while also providing some powered lift.
The superior fuel efficiency of the ECO-150 concept can be attributed to its innovative propulsion system and aerodynamic design. By increasing the bypass ratio, the engine improves fuel efficiency and reduces noise levels. Additionally, the ECO-150's wing-embedded fans contribute to lift, reducing the overall energy requirements of the aircraft.
In comparison, the Boeing 737 NG, while a popular and widely used aircraft, has a less advanced propulsion system and a different aerodynamic profile. The 737 NG's fuel efficiency can be further improved through the use of winglets, which can provide an average increase in efficiency of 6.69%, depending on the route. However, even with these improvements, the 737 NG is likely to fall short of the ECO-150's projected fuel savings.
While modern jet aircraft, such as the 737 NG, have made significant advancements in fuel efficiency compared to earlier generations, the ongoing development of new technologies and designs, as exemplified by the ECO-150 concept, continues to push the boundaries of fuel efficiency in aviation.
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Frequently asked questions
The Boeing 737-800 burns 850 US gallons (3,200 litres) of jet fuel per hour.
The Boeing 737-800 is used by Ryanair, Southwest Airlines, United Airlines, and others.
Jet A and Jet A-1 are common types of jet fuel used in turbine engine airplanes. Jet fuel is generally kerosene-based.
